Internal-combustion engine



June 24, 1930.

E. ADAMSON INTERNAL COMBUSTION ENGINE Fi led Feb. 16, 1929 IsnnentorPatented June 24, 1930 UNITED STATES name ADAMSON, or'nnw r033, 11. Y.

INTERNAL-COMBUSTION ENGINE Applloationfiled February 16, 1929. SerialNo. 340,611.

My present invention relates to improvements-in internal combustionengines and particularly to the construction of thecylunder andarrangement of valves therefor, whereby the head of'the' cylinder isutilized as a movable member and performs the functions of a main valvein the control of the intake of fuel char es, and also in the control ofthe exit 0 exhaust gases m of combustion from the cylinder. Incombination with the main valve I also utilize an auxiliary intake valvefor fuel charges and an auxiliary exhaust valve for exit of the gases ofcombustion, and these aux liary valvescoerate with the main valve in thecontrol of t e fuel charges and exhaust gases. While I have illustrated,and hereinafter described the invention as embodied in a four cycleinternal combustion en me using a a spark plug for the ignition of t echarges, it will be understood that the invention is also applicable foruse in motors of the Diesel and other types of engines. I a

By utilization of the principles of my 1nea vention in an internalcombustion engine. as herein illustrated, the cylinder is provided withan ample and adequate combustion chamber, butthe area of the clearancespace for the piston is reduced to a'minimum, in ac order that the fuelcharge may properly be compressed for ignition or explosion, withconsequent greater efficiency in the power of the working stroke of themotor. The movable head of the cylinder, or the main valve at which'forms the movable head of the cylinder, together with the auxiliaryintake and exhaust valves, are so constructed and compactly arranged,that the fuel charge enters directly into the compression chamco ber,and that substantially the entire quantity of exhaust gases,independently of and separated from the fuel mixture, is eliminated fromthe combustion chamber during each cycle of the engine.

By this compact arrangement and operaical embodiment of my inventionwherein the tion of the three valves, only a minimum residue of exhaustgases is permitted to remain in the cylinder, and consequently the fuelcharge is not materially diluted, but is fresh, and maintained at itsdegree of highest efficiency until the explosiontakes place.

Due to the elimination of all unnecessary clearance space in thecombustion end of the cylinder, only such quantity of the fuel mixtureas will provide an adequate fuel charge can be admitted to thecombustion chamber. Therefore waste and unnecessary use of fuel isavoided, choking of the motor is eliminated, and economy in the use ofthe fuel is attained. The reduction of the combustion chamber to aminimum, but ample size, also has the effect of increasing compression,and thereby permits the use of low grade fuel, as kerosene, or otherfuels less volatile than gasoline.

The .three valves are preferably spring pressed, and they are operatedat the proper intervals in the cycle of the engine. For instance, themain valve may positively and mechanically be opened by means of arocker arm and push rod operating synchronously with the crank shaft ofthe motor, through a cam device. The auxiliary intake valve may beopened either by suction from the interior of the cylinder, or by forceof the fuel charge as it is supplied to the cylinder under pressure froma supercharger; and the exhaust valve is here illustrated as openedthrough the instrumentality of a solenoid magnet, which is included inthe ignition circuit of the motor and energized in synchronism with themovement of the crank shaft and the timing of the ignition.

In the accompanying drawings I have illustrated one complete example ofthe phys parts are combined and arranged according to one mode I havedevised for the practical application of the principles of my invention,but it will be understood that various changes and alterations may bemade in the exemplified structure, without departing from the princi hasof my inventlon.

For illustrative purposes I have confined the showing of the inventionto a single cylinder engine, and it will ofacourse be understood thatthe invention is designed for use in multi-cylinder engines.

Figure 1 is a view in side elevation showing a conventional t pe ofinternal combustion engine equipped with the cylinder and valvearrangement of my Invent on.

Figure 2 is an enlarged, vertical sectlonal view at the head of theengine, looking in the same direction as in Figure 1, and showlng themain and auxiliary valves closed.

Figure 3 is a horizontal sectional view at line 3-3 of Figure 2,indicating by dotted lines the position of the spark plug.

Fi ure 4 is an enlarge detail view showing the camshaft and cam thereonin its relation to the cam roller and push rod.

In order that the general arrangement and relation of parts may readilybe understood I have shown in Figure 1 a conventional motor having theusual crank case 1 and engine block 2, above which is located the enginehead 3, the usual gasket 4 and water jacket 5 being indicated. v

The main valve may be of suitable shape,

but is here shown as a circular disk 6 with the able head for closingthe upper end of the'cylinder 11. The face of the main valve has an areacomplementary to the cross sectional area of the bore of the cylinder,and below the main valve and the wall 10 the engine head is fashionedwith a combustion chamber 12 having a diameter slightly greater than thebore of the cylinder. A beveled shoulder 13 is fashioned within theopening at the lower face of the engine head, and it will be ap arentthat the fuel mixture may pass aroun the beveled edges of the mainvalve, when the valve is open, and that exhaust gases of combustion mayalso pass, upwardly, around the edge of the main valve when the latteris opened.

The clearance space above the head of the piston 14 (shown by dottedlines in Figure 1) when the latter is at its highest point, is thuslimited to the enl ed combustion chamber 12 in the engine hea The areaof this chamher, when the main valve is closed is of ample .capacity toprovide the space for compresslon memos and combustion of the fuelcharge, but all unnecessary clearance space is eliminated.

Above the wall 10 of the engine head are provided lateral chambers 15and 16, the former for fuel mixture and the latterfor exhaust ases, andthese chambers are divided by a iametrically extending verticalpargition 17, below the top wall 18,0f the chamers.

The intake valve 7 controls the intake port 19 and the exhaust valve 8controls the exhaust port 20, both of these ports opening directly fromthe seat of the main valve 1nto their respective chambers 15 and 16, thevalve 7 opening downwardly for entrance ofa fuel charge into thecombustion chamber when the main valve is open, and the valve 8 openingupwardly for exit of exhaust gases when the main valve is opened.

The valves 6, 7 and 8 are provided with re spective stems 21, 22 and 23,disposed in par- 'allel planes and slidable in guide bushings in the towall 18, the bushing 24 for the exhaust valve ing removable for thepurpose of providing an opening in the top wall 18 of suflicient size topermit the assembly of'the exhaust valve.

Each valve is provided with a spring as 25 to close the main valve andthe two auxiliary valves, the spring of the exhaust valve of courseexerting its tension in direction opposite to that of the springs of theintake and main valves.

The main valve is lpositively and mechanically opened in sync ronismwith the movement of the crank shaft of the en 'ne through a cam shaft26 which is provide with a cam 27 having two lobes 27 a and 27" forco-action with the cam roller 28 carried at the lower end of the pushrod 29 and held to the cam by a spring 30 as usual. The push rod extendsupwardly at the side of the engine and actuates the usual pivoted rockerarm 31 that bears upon the free end of the spring pressed stem 21 of themain valve, and the valve and'its during each revolution of the cam.

The spring pressed intake valve, when the main valve is open, may be 0ened either by suction from the interior of t e cylinder, or by motiveforce of the fuel mixture under pressurefrom a supercharger as thelatter pumps the fuel to the intake chamber.

As here shown, the exhaust valve, when the main, valve is open, may beopened by means of an electrical solenoid magnet 32 cooperating with thestem 23 of the exhaust valve to lift the valve. The solenoid 32 and thespark plug 33, are of course included in the e ectrical i ition systemof the motor, and the solenoic l is energized in synchronism with andtimed for movement with the crank shaft and timing mechanism of theignition system.

Having thus fully described my invention,

110 stem are depressed (to open the valve) twice y nveaeee what I claimas new and desire te secure by Letters Patent is 1. In an engine asdescribed the combinetion with a cylinder having end valve seat, amaster valve adapted to close said seat and means for opening the valve,an intake valve for controlling admission of fuel mix ture throu h aport opening within said seat and an exfiaust valve for controlling exitoi gases through another port within said seat.

2. The combination with an engine head having a large valve seat andspaced ports within the periphery of said seat, a mam valve for closingsaid seat, an intake valve and an exhaust valve for the respectiveports, and means for operating said valves.

3. The combination with a cylinder, an engine head having a valve seat,and a main valve closing said seat and formin the cylinder head, saidengine head having a pair of spaced ports within the peri hery of thevalve seat, an intake valve an an enhaust valve for these ports, andmeans for operating the valves.

4. The combination of a cylinder, an engine head having a valve seat anda main valve approximately the diameter of the cylinder closing saidseat and forming the cylinder head, said engine head having a pair ofspaced ports exterior of the main valve and within the periphery of thevalve seat, an intake valve and an exhaust valve for these ports, meansfor operating the valves, and said engine head having a combustionchamber at the under side of the main valve.

5. The combination with a hollow engine head havin a transversepartition forming an intake c amber and an exhaust chamber and ellitical ports for said chambers, of flat valves or said ports and 0crating means for the valves, said head havlng a valve seat 0 eningthrough'said ports, a main valve c osing the valve seat and means foroperatin the valve, and said head having a combustion chamber below themain valve.

6. The combination with a cylinder having a valve seat and a transversepartition ad acent formin intake and exhaust cham- 60 bers, a main va vefor the seat, a plurality of ports within the periphery of said seat,valves for said ports and means for operating all of the valves.

7. In an internal combustion engine, the

combination with a main valve having a seat and a plurality of laterallyspaced ports within the periphery of the seat, of a lurality ofauxiliary valves for controlEng said ports.

In testimony whereof I aflix my si ature.

ERNIE ADA ON.

